Device for actuating switches.



PATENTED APR. 24, 1906.

A. FULLER. DEVICE FOR ACTUATING SWITCHES.

APPLIGATION FILED JAN. 30, 1906.

2 SHEBTS-SHEET l.

WITNESSES.

A TTOHNE Y8 No. 818,824. PATENTED APR. 24, 1906.

A. FULLER. DEVICE FOR AGTUATING SWITCHES. APPLICATION FILED JAN. 30, 1906.

2 SHEETSSHEET 2.,

V l a a a I 52 i I 1 ET 4 fi 1 3 I a 'K/ I d l r; [G 0 F WITNESSES: INVENTOH 72de21ran-FaZZr By I ATTORNEYS UNITED STATES PATENT OFFICE.

ANDERSON FULLER, OF AMSTERDAM, NEW YORK, ASSIGNOR OF ONE- FOURTH TO LEWIS PANGBURN AND ON E-FOURTH TO JAMES H. VAN DEUSEN, OF AMSTERDAM, NEW YORK.

DEVICE FOR ACTUATING SWITCHES.

Specification of Letters Patent.

Patented April 24, 1906.

Application filed January 30,1906. Serial No. 298,634-

lo all whom it may concern:

Be it known that I, ANDERSON FULLER, a citizen of the United States, and a resident of Amsterdam, in the county of Montgomery and State of New York, have invented a new and Improved Device for Actuating Switches, of which the following is a full, clear, and exact description.

The invention relates to street railways; and its object is to provide a new and im proved device for actuating a switch-point by the motorman in charge of the car, the device being simple and durable in construction and composed of few parts not liable to get easily out of order.

The invention consists of novel features and parts and combinations of the same, which will be more fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure 1 is a plan view of the switch. Fig. 2 is a side elevation of the same, showing the car in operating position. Fig. 3 is an enlarged longitudinal sectional elevation of the switch, the section being on the line 3 3 of 1. Fig. 4 is a transverse section of the same on the line 4. 4 of Fig. 1. 7 view of the switch actuators. Fig. 6 is a plan view of a modified form of the switch. Fig. 7 is a plan view of another modified form of the improvement, and Fig. 8 is a cross-section of the same on the line 8 S of Fig. 7.

As illustrated in Figs. 1, 2, 3, and 4, the switch-plate A is provided with the usual pivoted switch-point B for connecting the main track-rails O with the side track-rails D, and the said switch-point B is pivotally connected by a link E with a shifterbar F, having converging sides and arranged in a longitudinally-extending recess A, formed in the top of the switch-plate A. The entrance end A of the recess A has a flaring mouth, and its bottom is inclined downwardly and forwardly, as plainly shown in Fig. 3, and in the said entrance end A is arranged a longitudinallyextending guide G, having converging sides beginning at a point and terminating at the Fig. 5 is a plan squared back adjacent to the point of the shifter-bar F.

A guide G is arranged in the exit end A of the recess A, and this guide G terminates in an upwardly-extending lug H, extending across the recess A and a distance above the top of the plate A, as indicated in the drawings.

In order to throw the switch-point B over, use is made of actuators I and 1 in the form of longitudinally-extending plates pivoted on a frame J attached to the truck of the car K, the said actuators I and I being pressed on by springs L and are normally locked in an uppermost position by spring-catches N and N, held on the free ends of the actuators and engaging the top of the frame J. The springcatches N and N are pivotally connected by links O and O with levers P and P, fulcrumed on the under side of the platform of the car K, and the said levers P and I are connected by links Q and Q with treadlcs R and R, fulcrumed on the car-platform and under the control of the motorman in charge of the car.

hen the car approaches the switch and the car is to travel from the main track onto the side track, then the operator presses the treadle B, so as to swing the catch N out of engagement with the frame J to allow the actuator I to swing downward by its own weight and by the action of the corresponding spring Ir. The actuator I in swinging downward passes to the right of the guide G into the recess A and finally comes in contact with the corresponding side of the shifter-bar F, so that the latter is pushed transversely from the right to the left, and in doing so the shiftenbar F by the link E swings the switchpoint B over for the car to travel from the main track C onto the side track D. During the further forward movement of the car the actuator I travels by the exit end A of the recess A to finally ride over the resettinglug H, so that the actuator I is swung upward to its normal inactive position, and the catch N is reengaged with the frame J to hold the actuator I .in the normal inactive position. During this return swinging motion of the actuator I the link O, lever P, link Q, and treadle R are reset. Now in case the next following car is to travel on the main track 0 then the operator of this car presses the treadle R so that the other actuator I is swun downward and passes into the recess A" to'the left of the guide Gto engage the left-hand side of the shifter-bar F to shift the same from the left to the right to swing the switch-point B back into the position shown in Fig. 1 for the car to continue on the main track. The actuator I is returned to its normal position and locked therein by its spring-catch N as soon as the actuator I rides over the resetting-lug H.

The shifter-bar F may be in the form of a lever, as indicated in Fig. 6, in which the.

In the modified form illustrated in Figs. 7

and 8 the switch is designed for use on trolley-trackshaving an underground duct S for the feed-wire. In this case the link E connecting the shifter-bar F with the switch point B extends under the duct S, as plainly shown in Fig. 8; otherwise the switch construction is the same as above described in reference to Figs. 1, 2, 3, and 4. It is understood that the switch is readily adapted for right or left hand side tracks. The arrangement shown in Figs. 1 and 6 being for a righthand side track and the arrangement shown in Fig. 7 being for a left-hand side track.

Suitable covers A are provided on the switch-plate A over the links E, E, and E to permit convenient removal of any dirt, snow, or the like accumulating in the pit T below the switch-plate A.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. A switch provided with a switch-plate having a longitudinally-extending recess, the entrance end of which is inclined downwardly and forwardly, the exit end of the recess having a raised resetting-lug, a lon itudinal guide fixed in the entrance end 0 the said recess and having converging sides beginning at a point located at the beginnin of the said entrance end, a switch-point-shi ter bar extending lengthwise in the said recess in front of the said guide and having converging sides, a connection between the said switch-point-shifter bar and the switch-point to be shifted, and means on the car for entering the said recess on either side of the said guide.

2. A switch provided with a switch-point having a longitudinally-extending recess, the entrance end of which is inclined downwardly and forwardly, the exit end of the recess having a raised resetting-lug, a longitudinal guide fixed in the entrance end of the said recess and having converging sides beginning at a point located at the beginnin .of the said entrance end, a switch-point-shi ter bar extending lengthwise in the said recess in front of the said guide and having converging sides, a connection between the said switch-point-shifter bar and the switch-point to be shifted, and actuators fulcrumed on the car and under the control of the motorman to release either actuator, for the latter to swing downwardly into active positionforengagement with the recess on the corresponding side of the said guide and for engagement with the switch-bar to shift the latter.

3. A switch provided with a switch-point having a longitudinally-extending recess, the entrance end of which is inclined downwardly and forwardly, the exit end of the recess having a raised resetting-lug, a longitu,

dinal guide fixed in the entrance end of the said recess and having converging sides beginning at a point located at the beginnin of the said entrance end, a switch-point-shifter bar extending lengthwise in the said recess in front of the said guide and having converging sides, a connection between the said switch-point-shifter bar and the switch-point to be shifted, actuators fulcrumed on the car and under the control of the motorman to release either actuator, for the latter to swing downwardly into active position for engage- 4. A switch provided with a switch-point having a longitudinally-extending recess, the entrance end of which is inclined downwardly and forwardly, the exit end of the recess having a raised resetting-lug, a lon itudinal guide fixed in the entrance end 0 the said recess and having converging sides beginning at a point located at the beginning of the said entrance end, a switch-pointshifter bar extending lengthwise in the said recess in front of the said guide and having converging sides, a connection between the said switch-point-shifter bar and the switchpoint to be shifted, actuators fulcrumed on the car and under the control of the motorman to release either actuator, for the latter to swing downwardly into active position for engagement with the recess on the I corresponding side of the said guide and for engagement with the switch-bar to shift the lat- In testimony whereof I have signed my name to tlus speclficatlon 1n the presence of 10 two subscrlblng wltnesses.

ANDERSON FULLER.

LEWIS PAXGBURN,

l Witnesses: l JAMES H. VAN DEUSEN. 

